Carbureter.



E. A. BESSOM 6v R. M. ANDERSON..

CARBURBTER.

APPLIOATION FILED PBB.14, 1912.

` 1,089,105, Patented Mar. 3, 1914M UNITED sTATEs PATENT OEEIOE.

EARL A. BESSON AND RAYMOND M. ANDERSON, 0F CHICAGO, ILLINOIS, ASSIGNORS' TO STROMBERG MOTOR DEVICES COMPANY, 0F CHICAGO, ILLINOIS, A CORPO- RATION or ILLINOIS.

To all 'whom t may concern Be it known that we, EARL A. BEssoM and RAYMOND M. ANDERSON, both citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Carbureters, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this speciiication.

, Our invention relates to charge forming devices for internal combustion engines and is concerned with the control of the fuel supply, relative to the air supply, under the different running conditions of the engine, such as high speed, lo-w speed, and starting.

Our invention has to do particularly with the provision of means for accommodating the charge to sudden variations in engine conditions. We are aware that in the prior art there are found devices which automatically lend themselves to engine conditions, but the great difficulty has been that in these prior devices considerable time was consumed before the response.

It-is well known that in order to supply an engine with an etlicient charge, there must/be certain definite proportions between constituents of the charge, fuel and air, and it is the primary object of our invention to maintain the proper proportions at all times regardless of the spasniodic Variations which are likely to occur in the engine.

As in substantially all present day car- ,bureters, the carbureter of our invention comprises an air passageway with which a fuel nozzle is associated, the flow from the fuel nozzle being due to the difference' in pressure at that point and the pressure upon the top of the liquid fuel commonly employed in a reservoir connected with the nozzle. The pressure in the air passage depends upon the suction created by the engine and it is this suction which secures the pneumatic potential for exciting the fuel fiow. The supply to the engine is controlled by a throttle. Upon starting, the throttle yalve is opened and it will be understood that at this time it is desirable that a rich mixture be secured. In other words, a full supply for the nozzle upon starting secures great efficiency and as will be described presently, we employ the pressureconditions determined by the position of thevalve itself Specification of Letters Patent.

CARBURETEE.'

Patented Mar. 3, 1914.

Application led February 14, 1912. Serial N o. 677,513.

for the purpose of securing this full and ready supply. It has been found in devices of the prior art'that if a fuel nozzle and the associaticd1 paizs wre so constructed as to give a u an rea su l u on startin the eiiiciency at high pgpiied) would l; greatly impaired and a very considerable waste of fuel would be entailed. I-Iowever, with the control such as We propose the supply at higher speeds is properly retarded and the most advantageous proportions are secured under the various conditions.

The surface of the liquid fuel in the reservoir is exposed to the atmosphere. In order to carry outour inventions, however, we control the connections between the reservoir and the atmosphere and we provide connection between the top of the reservoir, that is between that part of the reservoir over the surface of the liquid fuel, and the air passage. 'lhe connection between the to of the reservoir and the air passage is, un er most conditions, considered to `loe above Vor on the engine side of the throttle. Under special conditions, as will be explained, connection is also made with the other side of the throttle. throttle is nearly closed the vacuum on the engine side thereof is greater than when it is wide open and, theoretically, the vacuum would be at its maximum if the engine were turned over on closed throttle. Viewing the arrangement then from its theoretical standpoint it will be understood that as the/ vacuum on the engine side of the throttle 1s increased, so is the ressure on the top of the liquid fuel in the reservoir decreased. It will appear, however, that this increase and decrease does not occur in direct proportion, -inay be secured at starting and leaner mix,- tnres may be secured at higher speeds although the amount of the total charge is larger in the latter instance. The sum and substance of the result we secure is that regardless of the speed of the engine the denite and proper .mixture is maintained, while at the same time, at starting, sulficiently more fuel is provided in proportion to the air in order that the roper rich mixture may be had. It will e seen that the operation is such that the supply for the nozzle responds accurately and promptly to the variations in any en `ne conditions, however sudden or spasmoilc they may be,

It will appear that when the.

andfor this reason rich mixtures,

l the carbureter; and Fig. 2 is a correspondingportions asthe higher speeds are'obtained.k

We have illustrated an embodiment of our invention in the accompanying drawings in which- Figure 1 is a vertical axial View through detail view showin a modified construction; Like ,reference c aracters are applied `to the same parts throughout the"""var1ous f The main structural supporting unit is `in the form of a castin 6 which may be c0n sidered as beingv divldedinto three parts-, -V

wardly by an extension 10 which has a central passageway of double'conical crosssection, commonly called a' Venturi tube. The extension 10' is screw-threaded externally for the receptionV of .a sleeve '11 which then extends -downwardly and is pro vided at the bottom with apreferably integral shelf 12. A fuel tube 13 is disposed in axial alinement with the sleeve 11, part of the tube extending upwardl into the sleeve and the other part exten ing downwardly below the shelf 12. This fuel tube is conveniently cast integral with the sleeve 11 and shelf 12 and is supported therefrom by means of the spider 14. A circular vWall 15, preferably ofglass, is clamped between the shelf- 12 and the body of the casting 6 so -as to formv an oil float chamber 16, suitable gaskets 17 and 18 being provided to make a tight compartment. -The float chamber 16 is connected with the inside of the fuel tube 13 by means of the passageways 19, 19 in the `spider 14. Disposed within the float cham r and surrounding the sleeve 11, so as to be in axial alinement with the Venturi tube, is an annular float 20, the position of this float being subject to the amount of oil contained in the chamber. ber 16 is connectedwith the fuel chamber 9 by vmeans of a passageway 21 and the chamber 9 in turn is connected with a sourceof'oil supply in the following manner: The

` between4 the boss chamber and t e fuelv chamber.-l 'The boss 22 is in axial alinement i fuel chamber 9 is provided with a double outlet boss 22, 23, a valve seat member 24 beingdisposed in the connecting assage with the'passage leading to the fuel chambel'. landwith a valve to befdescribed.A This boss-is closed however by the use of plu'g25 and itis rovided mostly for structur urthis valve stem 23 is fliead 34` between which -an helical spring 35 is disposed, this spring tending to move the stem downwardly. A A

The float lcham-- so disposed that,that would be convenient. The boss 23 is provided with a union 26 from vwhich the pipe 27, leading to the oil supply, extends. A strainer' 28 is disposed in the boss 23 so as to prevent impurities from clog 'ng the passage 29, leading 'to the A boss cham r, and subsequentpassages.

onthe to of the tastings, iniaxialalinement with t e valve opening 30 in the valve seat member 24, a tubular boss 31 is provided andl this boss is internally screw- .threaded for the I reception of a sleeve 32 1n y which a valve sten'is mounted, as clearly illustrated in Figi-1. At the bottom therethe sleeve 32 a valve 36 is carried in this head and the lowerl end of the valve is tapered'for eo.- s`

operation with the tapered seat' for the valve openingv 30.. The valve, and.'v conse- 'quentlyrthe stem, is guided at the bottom by means `ofa suitable spider 37 carried by the valve seat member 24. 9` lWithin the fuel chamber 9 a lever k44 is mounted upon a pivot 45, one arm of this lever being bifurcated so as to engage the,

under side of the head 34 of the stem 33 and the other arm extending through the 9 passageway'21 into the float chamber 16. The end olf' the lever' 44 within they Holt chamber has pivoted thereto at 46 a link '47 which is attached to the'loat ,20. It will now.A appear that the oilused for fuel can 1 enter lthe `carbureter by way of the co'nnection 27, passin through the opening 29 and u through t e valve o ening 30. It then owsfover the side of t e float cham-- ber anddown through the passageway 21.1 vIt will be seen that thevweight of the float acts in opposition to the sprin 35 and as the float rises this opposition wil be removed 4and the spring 35 will tend to close lthe l valve 36 to a greater or less extent. When 1 sufficient oil has entered the float chamber the valve can be closed entirel and when the float subsequently drops it 1s opened to admit more oil.

The' fuel tube 13 is provided at the upper 1 end with a nozzle 53 which 'terminates in the restricted zone of the Venturi tube. I `At Athe bottom this fuel tube is provided with the normally closed drain cock 54, and is externally screw-threaded for the reception 1 -of the priming cup 55. When the float chamber is flooded, as heretofore described,

the oil runs out of the nozzle and drops down to this cup. As the air is drawn through the carburetor, then, this excess oil l ais provida rovided with a "s,

of inlet o enings and having its inner edge inwardly eveled'as indicated at 5T to forni a valve seat. A valve member 58 is secured upon a 'valve stem 59 which is guided at the top in the central boss 60 on the spider 56 ain at the bottom in a sleeve 61 having threaded engagement with the inside of a downwardly extending boss 62 on the main casting. 'A helical s ring (58am-rounds the tion thestein 59 and extends tween the under side of the valve member 58 and the top of the sleeve 61. The sleeve has secured thereto a cu 64, as best shown in Fig. 1, which is knur ed to form a thumb piece and is provided with a plurality of peripheral slots into any one of which a plunger 6.6 mounted in a pocket 67 a ainst thetension of a sprin 68, may exten so as to hold it in an adjusted position. It will be seen that l e manipulation of the' cup 64 will result in a change inthe tension of the 'spring 63. For convenience the cket 67 is formed in a screw 69 which is mounted in the main casting.

It will be seen that part of the side wall of the throat art of the casing in which the throttle is is is enla 4as illustrated at 79' and is provided with a screw- 'threaded port 80 in which a lug 81 en ges.

This. pl is provided wit a perip eral ve 8 from which passageways 88 and 4 extend into thelair p of the carbureter. The closed position pf the throttle is illustrated in dottedlines audit will be seen that whenthe throttle i's in this posipassageave the throttle, that is on the engine side, while the 84 opens into the air passage below throttle.

paageway 85 connects lwith the annugroo've82 audleadlintotbeoetcliamber. Except for this outlet and an 'outlet to the atmosphere the Boat air tight. This outlet to the atm is indicated at 80 and is controlled ,a manually operated valve 87. -n

t will now be seen that upon starting, or when it becomes Anecessary to suddenly increase the speed, the throttle valve is sudl denly opened up. and there will be an immediate and very considerable decrease iii vthe vacuum onthe engine side of the throttle. This allows the atmospheric rassure entering the float chamber through t e o ing 86 to act with practically its full e ec tivencss and the maximum amount of fuel is forced out through the nozzle. The necessary rich mixture, with suicientfpel is then secured. As the engine is throttled lawn, however, the vacuum on ythe engine si le of the throttle increases, thus decreasing the pressure on the top of the liquid' in thc float chamber and properly retaniilig the issiie-from the fuel nozzle: Itwil seen that for .intermediate positions of the may be turned so that these pussageways way 88 openl'into the, air

throttle the efl'ect of the riilciiiiiii on the ressure in the lioat chamber is interine iate. When sudden acceleration is,to take place the vacuum above the throttle vis almost entirely dissiiated for the time being and there will be a sudden rush ofnfuel from the iesei'voir t'o and out of the nzzle.

When it is desired to adjust the positions of the passageways 83 and 84 the plug 81 may be moved toward and away from the edges of the throttle valve and in fact tlicy may be so adjusted that the throttle valve mary giiitively restrict them.

n ig. '2 we have illustrated n. modified arrangement in which but one passageway is provided, this passageway bein shown at 88. The passageway is dispose eccentric in the plug 89 and by turning, the plug it is possible to move this passageway up and own so as to adjust its osition relative to the throttle valve. In t e latter form of our invention it is the idea that the passage- -way 88 shall be always open to lthe .engine side of the throttle, althoughl it ma be i-estricted by the valve .piece itself, an should never be connected with the other side of the throttle. In thepositionshowii in Fig. 2 the throttle valve practically closes the passageway 88 and it will apsear that all the operation which has been ascribed applies to this arrangement. Theuse of the ower passagewa in the form of our invention shown in ig. 1 is somewhat as a shunt or biy-pass so that the vacuum above the tlirott e, with the throttle nearly c osed, will not draw back the fuel. In the f rm of our invention shown in Fig. 2, however, the same result is secured by positivel restricting-or closing the passageway -wbic is exposed to the' pressure on the engine side of the throttle. Thisprovision is made for conditions v where the throttle is closed down to create a -maximum vacuum on the engine side thereof.- The passageways, 84 and 85 are prop erly restricted so that the neumatic actions which have been descri may be secured. .We found by experiment that the best action is secured when the passagewa 84 is 115 larger than the passageway 88 and w en the passageway 85 is larger than the passageway 88 but'smaller than the passageway 84. In the specific form of our invention herein lshown and described for the purpose of in- 12o 'i adapted to be passageways between said linlet for said float chamber.

pended claims wherein our invention is deinitely set forth.

We claim- 1. In a earbureter, an lair passage one end of which is ada ted to be connected with the atmosphere an the other end of which is adapted to be connected with the engine, a reservoir for liquid fuel, a fuel su plying nozzle in said air pas-sage, said nozzle c0mmunicating with said reservoir, a valve in said air passage beyond said nozzle and remote from the atmos here, two air rst-named air passage and said reservoir, one of sadair passageways opening on one side of the throttle and the other opening on the other side of the throttle when the throttle is in substantially closed position, one of said passageways being in osition to be directly and positively restric d by said throttle, and both being exposed to substantiall the saine pneumatic potential when the va ve is open, and an atmosphere inlet for said reservoir.

,2. In a carbureter, an air passage one end of which is ada ted to be connected with the atmos here an the other end of which is adapte to be connected with the engine, a ,float chamber for liquidl fuel, afuel su plying nozzle in said air passage, sadnozz e communicating with said iloat chamber, a throttle valve in said air passage be ond said nozzle and remote from the atmosp ere, two air passageways adjustable -in position between said tiret-named air passage and said float chamber, one of said air passagewavs opening on one sideof the throttle and the other opening on the other side of the throttle when the throttle is in substantially closed osition, both being exposed to sube pneumatic potential stanlia y the sam when the valve is open, and an atmosphere 3. In a carburetor, an air passage one end of which is ada ted to be connected with the atmosphere an "the other end of which'is connected with the engine, a reservoir forvliquid fuel, a fuel supplying nozzlejin said air passage, said nozz e com inunicating valve in said'air passage beyond said nozzle 'passage and said reservoir,

on one side of the 1 throttle a with said reservoir, a throttle and remote from the atmosphere, two air passageways between said first-named air one of said air passa ways opening thrott e and the other opening on the other side of the throttle when the throttle is in substantially closed osition, both being exposed to substantial y the same .pneumatic potential when the valve is open, an atmosphere inlet for said reservoir, said air passageways being in a rotatable plug whereby the vertical positions may be ehanoed.

4. The combination with a Icarhuieting chamber and a jet sulied with fuel from a oat chamber, of a to said carbureting chamber, and a throttle in said carburetin chamber directly restricting one ofsaid passageways to vary the effect of the engine suction in that passageway.

5.*In a carburetor, an air passage one end of whichis adapted to be connected with the atmosphere and the other end 'of which is adapted engine, a reservoir for liquid fuel, a fuel supplying' nozzle in said air passage, said nozzlecommunicating with said reservoir, a throttle valve in said air passage beyond said nozzle and remote from t e. atmoshere, two air passageways between said gtst-named air passage and said reservoir, one of said air passageways opening ori-one side of the throttle and the other opening on the other side of the throttle when the throttle is in substantially closed position, both being exposed to substantially the same pneumatic potential -when the valve is open, a passageway opening above the throttle being smaller thanltliatlopenng below the throttle,4 both of said passageways., being our namesthis 10th day of Febr'uary1r912.'

ARL A. BSSOM. RAYMOND M. ANDERSON. `Witnesses for both: ARTHUR H. Bon'irciinu, ALBIN'C. Annemie.'

Capt o! this patent hay be obtained for nu centi non, by addressing the Commissioner of Patent,

Washington, D. C."

t0 be connected with thev itional passagen'ays from the upper part of said float chamber fao-- the'top of the reservoir, 

